Compensating gearing.



' trates the usual driving shaft 2 having the 'fran etarras parraine? orties., 7

JOSEPH F. BLAKEY AND EDWAD B. BLAKEY, OF-KAN'SASV CITY, MISSD'URI.

COIVLPENSATING- GEARN G.

Lisanne;

Speciicaton of Letters Patent.

Patented Apr..v 6, 1915.,

Application filed November 24, 1913. Serial No. 862,839.

T0 all whom it may concern.'

Be it known that we, dosnrrr F. BLAKEY and EDWARD B. BLAKEY, citizens of the United States, residing at Kansas City, in the county of Jackson and State of Missouri, have invented certain new and useful Improvements in Compensating Gearing, of. which the following is a specification.

This invention relates to improvements in compensating gears for self propelled vehicles and one object in view is toprovide a gear and axle .construction so arranged as to operate with compensation under ordinary conditions but which may upon occasions requiring it, be converted into a noncompensating construction, as for example where it is desired to derive traction equally fromv both wheels.

It is also an object to provide means whereby the compensating action may be automatically restored after a given axle speed has been attained.

The invention furtherfcontemplates an improved arrangement of the axles and gearing whereby a more substantial and reliable construction. is obtained and the gearing and housing therefor subjected to less severe strains.

With these objects in view the invention consists in certain novel and peculiar features of construction 'and organization as hereinafter described and claimed; and in order that it may befullyunderstood reference is to be had to the accompanying drawings, in whichl 5- Figure 1, is a longitudinal section through the rear axle of a motor car and its diii'erential gear with my improvements embodied therein. Fig. 2, is a transverse section of the line lil-1I of Fig. 1..

Referring to the drawing, the vsaine illusgear 4 which meshes with the master gear 6 mounted on shaft 8 and carrying the differential pinions l0. These pinions mesh with the axle'gears 12, one of which is keyed to the shaft 8 carrying one of the wheels 14 and the other gear 12'is keyed to the sleeve 16 on which is mounted the otherwheel 14.' The sleeve 16 is journaled upon the axle shaft 8 which extends from one wheel 14 to the other lthereby. affording a much more substantial and secure construction than where independent axles are employed at each side of the compensating gear, since the latter and its housing 18 are relieved of' much strain by confining the same mainly to the continuous axle 8.

, It is well known that with the ordinary type of compensating gear above indicated, the vehicle can not be propelled from the engine if one of the propelling 'wheels has completely lost its traction '(as by meeting with a sllppery tract in the roadbed) since all of the power is merely transmitted to the tractionless wheel, causing the latter to spin. We aim. to avoid this dihculty by rendering the gear non-compensating through the locking'y of the two axles together untilthe traction is restored to both wheels. In car'- rying out this purpose, we provide a disk 2O which is secured to the sleeve 16 within the housing 18, and'on one face ofthe disk is formed a guide lug 22 for the locking pin 24 which is adapted to be projected through,

an opening 26 -in the sleeve 16 into a socket 28 in the shaft`8. The outer end of the pin 24 is pivoted by a pin 80 to a lever 32 which is pivoted to the disk -20 at 84. The. pin 30 rides in the short slot 36 in the lever 32. The lever 32 is connected by a link 38 with a second lever 40 which is pivoted to the face of the disk at 42, the adjacent ends of said link 38 and lever 40 being also connected by a coil spring 44 whereby the connected parts are swung in position normallyto force the pin 24 inward to engage the opening 26 and socket 28 when`not otherwise prevented. The free ends of the levers 82A and collar 48, also fixed to the sleeve 16, is

mounted a coil spring 50 serving normally to hold the guard sleeve in position over the.

opening 26 to prevent the locking pin 24 from entering the same under the pull of spring 44.` 'llhe guard sleeve isA provided with a grooved flange 52 within'the groove of which projects the fingers of a yoke 54 formed on 'the -end of a bell crank lever 56, pivotally carried bythe housing 18. This 'bell crank is operated by any suitable conand sleeve 16 then operate as onevaxle, and

power is transmitted equally to both Wheels, and if either Wheel possesses tractive action, the vehicle may bedriven therefrom. After the vehicle has been started and as soon as the axle speed is sulicient to fully spread the levers 32 and 40, the locking pin is again iso retracted thereby restoring the compensating character of the gear.

From the' above description it will be apparent that We have provided an improved compensating gear for motor vehicles embodying the features of advantage enumer- -ated as desirable, and .We Wish it to be understood that While We have illustrated and described one form which the invention is designed to. take, We do not desire to be restricted to the exact details of construction yand organization shown but reserve the right to make all changes falling Within the spiritand scope of the appended claims:

1. The combination with compensating gearing, of a pair of rotating members driven l from said gearing, means for locking said members together for operation by said gearing Without compensation,and means acting automatically to render said rst means inoperativeafter said members have attained a givenspeed of rotation.

2. The combination with a rotating shaft, of a rotary sleeve journaled on said shaft, said sleeve and shaft being provided with an opening and socket vrespectively adapted to be brought into register, a compensating gearing operatively connected with said shaft and sleeve to drive the same, a locking pin carried by said sleeve in alinement With said sleeve opening, means for projecting lsaid pin through said opening into said socket to lock said shaft and sleeve together for operation by said gearing Without comipensation, and means acting automatically to retract said pin and unlock said Sharif and sleeve after the same have attainedl p`re-y determined speed of rotation. 14

3. The combination With a rotating s of a rotary sleeve journaled on said shaft,

said sleeve shaft being provided Wit opening and socket respectively adapt d Vbe brought into register, Ia compensating said acting automatically to retract said p in and unlock said shaft and sleeve after the same have attained a given rotative speed.

4. The combination with a rotating shaft, of a rotary sleeve journaled on said shaft, said sleeve and shaft being provided with an opening and socket respectively adapted to be brought .into register, a compensating gearing operatively connected Withsaid shaft land sleeve to drive the same, a disk fixed to said sleeve, a locking pin carried by said disk in alinement With said sleeve opening, a guard for closing said sleeve opening and preventing said pin from entering the same, a yieldingly actuated lever connected, with said pin and acting to project the same, when said guard is retracted, through said open- `ing into said socket to lock said shaft and sleeve together for operation byagearing Without compensation, said leverbelng constructed and arranged to be cntrifugally actuated to retract said .pin and thereby unlock s'aid shaft and sleeve after the same have attained a given speed of rotation.

- 5. In a self-propelled vehicle, a continuaus axle for connecting the drive Wheels, a sleeve axle mounted on said continuousV axle fer connection to one of said Wheels, a `coi'npen-Y satmg gearing mounted on said ,continuousV has been attained for rendering said -rst means inoperative.

In testimony whereof, We affix our signatures, 1n the presence of tWo Witnesses.

JOSEPH r. ntakn'v. EDWARD n. nnnitnr.

Witnesses: CHAs. W. GERARD, Gr. Y. lnoRrE. 

